Carburetor



Jam. 7, 1930.

A. B. MATHEWS 1,742,268

\ GARBURETOR Filed Sept. 1, 1926 IXVENTOR.

fifr/MB MTHEW:

& BY

A TTORXEY.

Piiented e 1935 UNITED STATES ARTHUR B. MATHEWS, OF PLAINFIELD, NEW JERSEY canmmmoa Application filed September 1, 1926. Serial No. 133,071.

This invention relates to liquid fuel carburetor and supply devices and in particular to a carbureting device which will also lift the liquid fuel from the tank and draw 1t to the 6 point of intake of the engine.

A particular object of the inventlon 1s to eliminate the use of a vacuum tank through the medium of a carbureting device and to also dispense with the complicated carburetor constructions employed in the operatlon of-a fuel engine.

A further particular object of the lnv'ention is to provide a carbureting devlce wh ch will operate through the suction of the engine to draw the liquid fuel directly from the gasoline tank to the point of lntake of the engine.

A still further object of the inventlon is to provide a carburetin device whlch will have no floating parts an the members of which will all be positively operated.

A further particular object of the invention is to provide a carbureting device which will save fuel and which will eliminate the expense of the vacuum system and all its appendages, and likewise eliminate the disadvantages of such vacuum systems.

To enable others skilled in the art to fully comprehend the underlying features of my invention that they. may embody the same in the various modifications in structure and relation contemplated, drawings depicting a preferred form have been annexed as a part of this disclosure and 1n such drawings, similar reference characters denote corresponding parts throughout all the views, of which, a Figure 1 is a View in side elevation showing the connection of my carburetlng dev ce to the intake port of a gas engine, the engine being partly shown and the arrangement of the parts of the carbureting device being clearly illustrated. I

Figure 2 is a View in end elevation of the carbureting device shown in Figure 1, the same being shown partly in section to illustrate its internal construction.

Figure 3 is a view in section taken on the line 33 of Figure 2 and shows the arrangesame will have its open end projecting in a ment of the air intake and also of the throttle manipulating device.

Figure 4 is an enlarged, fragmentary section, taken on the line 4-4 of Figure 2, showing the construction of the needle valve inlet port, illustrating how the same is used to hold the center flue or mixing sleeve in place within the casing of the carbureting device.

Figure 5 is an enlarged, side elevation of a detail of the fuel feed governor, which automatically operates on grades to determine the amount of fuel to be fed to the engine, and Figure 6 is a view in front elevation of the governing device illustrated in Fi re 5.

Referring to the drawings in etail, 5 in- 55 dicates the carburetor housing which is of sleeve-like formation and provided at one end with a flange 6 in which are provided the bolt openings 7 through the medium of which the carburetor is secured to the intake port 8 of an internal combustion engine 9.

The engine may be of any particular type but more particularly adapted for automobile propulsion and it is in this connection, particularly, that I adapt to the engine my improved carbureting device, which, when held in position on the intake port to said engine through the medium of the bolts 10, which pass through the flange 6 thereof, the

direction away from the engine. This end of the carburetor is provided with a throttle 11 which is carried on a shaft 12 and suitably secured thereto, the ends of the shaft 12 projecting beyond the exterior wall of the housing 5 and arranged to carry at one end, the throttle operating lever 13 which is in turn operated by a suitable link 14 from any convenient position, the opposite end of the shaft carrying a cam 15 of the eccentric type which is adapted to operate a cam lever 16. This cam lever is carried on a suitable shaft 17 which is housed in a boss-like extension 18 formed integral with the housing 5 of the carbuetor device. This housing 18 is provided with a horizontal bore in which is seated the shaft 17, the end of the shaft being provided with an eccentrically set pin 19 which operates in a suitable opening formed in the side wall of a needle valve held in a bore 21 in the boss 18 and being man ed to carry through its center, the three ed needle valve 22, the end of which is provided with a thumb screw head 23. wherey the same can be adjusted lengthwise of said block 20gto obtain the required opening between theend of the needle valve 22 and its abutting inlet sleeve to be later referred to.

The cam arm 16 is secured to the end of the shaft 17 and is normally urged against the cam 15 through the medium of the spring 24 which is secured in any manner around the shaft 17 and engagesthe arm 16 in the usual manner.

It is evident that a movement to open the throttle will cause operation of the cam arm 16 which, in turn, will revolve the shaft 17 to cause the pin 19 on the end thereof to move the block 20 carrying the needle valve outwar'dly, thus opening up the intake port within the housing.

It follows, of course, that the wider the throttle is open, the wider will be the needle valve 0 en and the more will be the intake of fuel y the engine;

. In order to provide for this intake of fuel, I have arranged in the center of the housing, a mixing sleeve 25, which is provided with an extended tubular portion 26 at one side thereof, adjacent its upper end. The tubular portion 26 extends into the side wall of,

the housing 5 and is adapted to receive an 'intake nozzle 27, the end of which is threaded as at 28 in connection with the inner end of the tubular portion 26. The outer end of the nozzle 27 is secured by a nut 29 which also acts to retain the threaded tubular portion 26 in position in the wall 5 of the housing, thereby retaining the mixing sleeve in position vertically of the housing 5. The outlet end of the nozzle 27 is tapered as at 30 to provide the valve seat for the tapered end of the needle valve 22, which operates in the median line of said nozzle 27 as before described and is movable toward and away from the outlet end of said nozzle through the medium of the cam arm and its connection to the shaft 17. The nut 29 or rather the intake end of the nozzle 27 is disposed within a hollow chamber 31 formed integral with the wall of the housing 5 and having a side outlet 32 in which is provided a connecting nipple 33 on the end of which is carried the gasoline intake governing device which may or may not be used with the carburetor according to the conditions under which my which cooperates with the inlet end of a pipe improved carburetor device is being used. The side wall of the housing 5 is provided with an extended sleeve 34 having an air intake 35, the sleeve being threaded internally to receive the air valve 36, the end of 37, which is secured in the wall of the housing 5 and extends inwardly to a position at the center of the mixing sleeve into which it projects downwardly to a point adjacent the needle valve 22, hereinbefore referred to.

The object of this air intake valve 36 is to provide b manual operation on a suitable amount 0 air to give the desired gas and air mixture.

On the interior of the housing 5, I have provided,aVenturi shaped bushing 38 WhlChlSPf smaller diameter at its upper end than at its discharge end, the object, of course, being to accelerate the air which is being drawn into the engine cylinder by the suction stroke of the piston as is usual in the internal combustion type of engine, in which an intake of the piston cylinder results in the drawing of air 1n to the intake I through the t rottle opening or through the small air intake 38 before referred to, causes a suction in the mixing sleeve due to the speed with which the air is drawn past the lower end plort 8 and this air which comes of the mixing sleeve 25. Some air, of course,

is drawn 1n through the top of the mixing sleeve and in its passage downwardly therethrough and over the gasoline intake needle valve, it of course atomizes thoroughly, the gasoline drawn in thereby resulting in the complete mixing of the gasoline and air to provide a mixture of high combustion quality.

It is evident, therefore, that I have provided a mixing valve or carburetor which will save fuel and due to the fact that it operates directly from the suction of the engine, will lift the fuel in the line to the intake chamber 31, the admission of the fuel to the mixing sleeve 25 being controlled through the medium of the valve 22 which is operated according to the throttle opening and the manipulation of which is automatic, due to the speed increased or decreased, as desired.

In order to control automatically the flow of the fuel to the intake chamber 31 from the fuel feed line, I provide between the end of said gas line 39 and the nipple 33, a fuel feed governor, which consists of a housing 40 in the upper end of which is slidably secured a valve member 41 which, in its mid portion, is provided with a slot 42 into which projects a pin 43 carried on the upper end of a gravity lever 44, the lower end of which is weighted as at 45 and the lever itself being pivoted in the side wall of the housing 40 through the medium of a suitable pivot pin 46. The front end of the valve 41 is provided with a tapered nose 47 which fits into an adjacent intake opening so that the fuel flows through the line 39 and into the housing and down through a suitable passage 48 formed in the front of the housing through the nipple 33 and thence into the chamber 31 from which it is drawn by the suction created by the intake stroke of the piston through the needle valve 22, as before described.

It is evident that the housing 40 being placed in horizontal position, will allow a normal amount of fuel to flow into the chamber 31 when the automobile is travelling on level ground but when the automobile start-s to climb uphill, the weighted portion 45 of the lever 44 will cause the valve 41 to move rearwardly, thus allowing a larger amount of fuel to flow from the line 39 into the chamber 31,

the opposite being the case when the car is travelling downhill, which will all but close the valve 41 to cut off the supply of fuel from the line 39 to the chamber 31, it being of course understood that this movement of the valve 41 can be varied at will to suit the particular make of car and characteristics of the engine to which it is secured.

It is evident therefore, that I have provided a carbureting device which will save fuel, which will do away with the vacuum tank and vacuum feed systems by lifting the fuel through the suction of the engine directly from the fuel tank to the point of intake of the engine. Also I have provided an improved carbureting device, which will increase the power and mileage and therefore 5 save fuel.

It is evident that I have also provided a carbureting device on which there are no floating parts and in which all of the parts are positively operated so that the device will not :0 lower the efficiency of the engine and pile up operating cost due to the abnormal consumption of fuel.

While I have illustrated and described my invention with some degree of particularity, I

:5 realize that in practice various alterations therein may be made. I therefore reserve the right and privilege of changing the form of the details of construction or otherwise altering the arrangement of the correlated parts 0 without departing from the spirit of the invention or the scope of the appended claim.

Having thus described my invention what I claim as new and desire to secure by United States Letters Patent is:

5 A fuel atomizing device comprising a housing, a mixing sleeve open at both ends in the housing, a liquid fuel inlet ada ted to discharge into the sleeve, a Venturi s iaped bushing constituting a lining for the interior of the housing and in which the sleeve is disposed, a needle valve block slidably mounted in the housing, a shaft, an eccentric projection on the shaft for operating said block, an adjustable needle valve carried by the block and arranged to control intake of fuel, a lever arm on said shaft, a throttle shaft to which the throttle is secured, a cam on the endof the throttle shaft for operating said lever arm when the throttle is manipulated, an air ineo take pipe secured in the housing and having its end depending into said sleeve, and an ad justable valve at the end of the pipe for controlling the flow of air therethrough.

In testimony whereof I afiix si nature.

ARTHUR B. MATHEW [L.S.] 

